Internal-combustion engine



B.F.BAUGHMAN.

INTERNAL COMBUSTION ENGINE APPLICATION FILED OCT. I7, 1919.

Patented June 15, 1920.

B. F. B'UGHMAN.

INTERNAL COMBUSTION ENGINE. APPLlcAloN mso o`cT.11. 191s.

2 SHEETS-SHEET 2.

1,343,863. Patented June 15,1920.

BENJAMIN r. BAUGHMAN, or COLUMBUS, OHIO.

INTERN AL-COMBUS'IION ENGINE.

To all 'whom t may concern: n t `f Be it known that I, BENJAMIN yBaneniuAN, a citizen of the United States, residing at Columbus, in the county of Franklin and State of Ohio, have invented certain new and useful Improvements in Internal-Combustion liingines, of which the following is a specification. f

rlhis invention relates to ,internalgcombus-- tion engines,the fundamental object of the invention resides in the provision of a two' cycle engine which is of light and durable construction, efficient in operation and wherein all of its parts are'readily accessible for repair or other purposes.

-Another object of the invention resides in the provision of a` two cycle engine wherein the fuel charge is compressed prior :to its admittance into the working cylinder of the engine and to afford a preliminary compression of the fuel charge by the provision of a compression cylinder wherein a piston is slidably mounted, said piston being linked to reciprocate in opposition to the main piston inthe working cylin'der soA that upon the ex pansion stroke of said main cylinder piston,

the piston in the compression cylinder will beadvanced on its compression stroke' and vice versa. A

Another' object of :the invention resides in f locating the yintake manifold of the compression ycylinder from the ylower' side ofthe latter so thatA the flow of vfuel through said manifold will be directed only 'into theeffective portions of theicompression cylinder so that theopei'ation of the piston within the compression cylinder will not be; accomA panied by an undue loss or escapeof the fuel employed.

Ay still further object of "the inventionl rests 'in locating the compression cylinder on an acute angle with respect to the axes of l, the working cylinder, and to terminate said i compression cylinder `in a passageway which leads around andl enters thefiring headl of the working cylinder by means ofla valve closed port. By this location of the passage` way it is possible to preheat the fuel as the latter flows or is conducted from the com` pression `cylinder to the working cylinder` and in this manner to effect a thorough va.

porization of the same and consequently to combustion of the available fuel.

Vith these and other objects inview, as

will appear as the ydescription proceeds, the

Application filed October 17, 1919. "Serial 170.331,36.

invention v'accordingly i consists in the novel features of construction, combination of ele`` ments and"arrangcnientof parts hereinafter to be fully described and to have Athe scope rthereof pointed out in the claims hereunto appended. ln the accompanying drawing, *formingy a part of this specification, and 1n which similar characters of reference denote like and corresponding parts: n y

Figure 1 is a longitudinal sectional view taken through an engineconstructed in accordance with the principles of the present invention', Y f

Fig. 2 is an end view thereof, and

y Fig. 3 is a verticaltransverse sectional view taken along the line 3 3 of F ig.' 1.

In its preferred form, the engine compris- Ving the present invention is so constructed as to consistfof a working cylinder 1 and a superimposed angularly n situated compres-y sion cylinder 2'.r The cylinders 1 and 2 include pistons 3 and 4 which are mounted for i'eciprocation therein, and are adapted to move in opposition with respect to each other.V Therefore, the piston 3 is provided with a connecting rod 5, which extends out# wardly through the open end 6 of the'working cylinder. l The outer end of the connecting rod is pivotally connected as at 7 with the'lower end of' an oscillating lever 8, the

Specikcaticn of Letters Patent. g Patented `J une 15, 1920.

lattery being pivotally mounted upon aA i bracket 9 'projecting outwardly from the cylindersl and 2. The upper end ofthe lever 8 is pivotallyconnected as at 10fwith a connecting rod 11 carried by the piston 4 in the compression cylinder. locating'the main fulorum 12 of the lever between the points of pivotal connection 7 and 10 of'said ,connecting rods, the movement ofv the main piston 3 uponits expansion strokeV will result in the movement of ythe piston 4 on its compression stroke and 'vice versa.

Also, the lower end of the lever 8 at a point Y Obviously, by

contiguous to the pivot 7 is connected with a' y driving link 13, which yhas its outer end exf k tended for rotary connectionwith a 'crank or power shaft 14,y from which the mechanical f work developed by the engine may be taken.

respect'to the longitudinal axes of the workprevent ,loss of fuel by insuring completen @ing cylinder, and this angularity in position of theL compression cylinder may be retained in any suitable fvmanner.

vThe compression cylinder 2 is, 'as shown, 'preferably located on an acute angle with Leading into the *l compression cylinder 1s a fuel intake mann fold 15 which may extend from any suitable carbureting device and is in communication with the interior of the compression cylinder by means of an inlet port 16. Upon the rear or suction stroke of the piston 4, the port 16 will be uncovered, so that fuel may enter the interior of the cylinder 2. Then upon the advance of the piston 4 on its compression stroke, the port 1G will be closed and the fuel thus entrapped within the compression cylinder will be initially compressed in a positive and effective manner. The lower end of the compression cylinder terminates in a passageway 17 which is of L shaped formation and surrounds the firing head of the cylinder 1 and terminates in annular relationship with respect to a valve cage 18. Tt will be manifest, by thus forming the passageway 17 that fuel flowing therethrough will be subjected to the radiated heat of the walls of the working cylinder so that before the fuel is finally admitted into the working cylinder the same will be in a thoroughly vaporized condition and of a thoroughly combustible nature. This factor makes for economy in fuel consumption, eliminates undue carbon collection in the working cylinderand renders the operation of the engine generally more eilicient.

Also, it will be observed that the intake on its compression stroke will fall back into p the manifold 15 and will be retained therein until the port 16 is again uncovered. In my previous structure, above referred to, it has been found when the manifold is situated on the top of the compression cylinder, that when the port, corresponding to the port 16, is uncovered by the piston 4, such fuel as is entrained in the intake manifold will have a tendency to flow into the cylinder 1 in positions to the rear of the piston. Therefore, upon the suction stroke of the piston 4, such fuel would be forced out of the compression cylinder and irretrievably lost. However, in the present construction this loss of fuel is prevented and fuel. consumption accordingly lowered.

To effect the introduction of the compressed fuel from the cylinder 2 into the working cylinder 1,'use is made of the valvey cage 18. This member/is threaded preferably into the head of the cylinder 1 and is of substantially tubular' form, the vwalls with the passageway 17, so that fuelV may flow from' said passageway freely into the interior of the valve cage. The open end of the cage, which extends into the interior of the working cylinder 1, is normally closed by means of a spring pressed valve 20, which includes a stem 21 arranged to pass through a longitudinally extending bore 22 provided in the cage 18. One end of this stem is provided with a fixed seat 23, and between this seat and the reduced threaded end 24 of the valve cage is positioned a coil spring 25, the normal tendency of the latter being to maintain the valve 20 in a closed position. A lcasing 26 is preferably connected with the threaded end 24 of the cage 18 and serves to incase and surround the spring structure 25.

From the foregoing it will be appreciated that when an explosion takes place within the working cylinder, the piston 3 thereof will be forced rearwardly on its eX- pansion stroke and that the gases thus created within the' cylinder .1 will simulta-` neously serve to effect the propulsion of the piston and will retain the valve 20 in its closed position. This gasV pressure upon the valve is necessary to prevent the latter from opening by responding to the pressure thereon exercised by` the gases compressed in the cylinder 2, or in other words owing to the compression effected by the advance of the piston 4. By thus retaining the valve 20 in its closed position,.the advance of the piston 4 will effect the initial compression ofthe fuel charge within the end of Vthe' cylinder 2 and in the passageway 17. This construction eliminates the use of crank case compression hitherto largely involved in the construction of two cycle engines and the attending port troubles found in such engines. However, when the piston 3 `reaches the end of its expansion stroke the same will uncover an exhaust port 27 so that the gas pressure within the working cylinder may' be reduced by the escape of the products of combustion from the cylinderv 1 by way of the port 27. VObviously, owing to this loss of pressure, the valve 20 will be caused to open against the tension exercised by its spring 25, by reason of the pressure effected thereon through the compressed gases in the passageway 17, thus enabling these gases to flow around or about the valve 20andy into the head of the working cylinder 1. This inflow of the fresh fuel gases, serves to effect a thorough expulsion of the burnt gases or in other words insures a lthorough scavenging of the engine. When the vburnt gases have been released or expelled the ad-.

Vance of the piston 3 covers the exhaust port and closes the valve 20, whereby the fuel charge will again be compressed in the usual jmanner within the head of the cylinder 1. thereof being apertured as at 19 in registry The valve 20 is also retained closed in this per1odof.l engine operation, owing to the suction stroke of the. piston 1n thecompression cylinder. Upon. ther final compression of the gases lwithin the cylinder l, the same are ignited-by means of the ordinary spark plug 28 and1 the above described cycle of operation is again repeated."y i

To permit the engine to run idly, the casing 26 is provided with an oscillatory `finger 29, which is normally positioned immedi-A ately out of engagement-with the Aend of the stem 21. However, 'the shaft 30 upon which the finger 29 is mounted extends eX- teriorly of the casing126 and has its outer 29,- so that the valve; 20 may be retained in an open position at all times,1thus allowing' the pistons 3 and 4 toreciprocate without effect. Also, the lever 33 forms a Apart of the circuit'35 in which the spark plug 28 is situated. rWhen the finger '29 is' outv of engagement withthef stem 21, the lever 33 occupies` sucli positionffas to close the circuit 35. However, upon the oscillation of the lever 33 toopen the valve 20, the circuit 35 will also-be` opened thus. rendering the spark plug inactive. It will be appreciated that when the valve 2()` is retained in its open position, the fuel will simplybe forced from one cylinder to the other and that a lack of compression or suction will be present. By this construction the mere operation of the lever 33 will be sufficient to control the action of the engine in its entirety.

From the foregoing description taken .in connection with the accompanying drawing it will be observed that there is provided an engine of particularly simple construction and yet capable of eiiicient'operation. The engine consists of but relatively few and conveniently situated parts so that access to any portion of the enginefmay be quickly effected. Also, it will be observedthat the valve 20 is so positioned that the inrush of fucl'therein will not be likely to foul the sparking points of the plug 28 and, also, the valve structure as a whole may be conveniently reached by simply removing the cage 18. Then, by the elimination of a crank case the pistons 3 and 4: and their articulated connecting elementsare easily accessible, this feature being enhanced by the open end construction of the cylinders.`

1 and 2. The engine utilizes but one springl operated valve, which is entirely inclosed, n D

- tionship with said working cylinder, pistons and hence the operation of the engine is characterized by smoothness and lack of noise. The cylinder 1 in this instance is of the air cooled variety but,` apparently, the

same may be jacketed toy provide a water` cooling system if desired. Thelocation kof the passgeway 17 is alsoy such as will providev complete kvaporization ofk the fuel charge and the situation of the intake manifold15 further serves to reduce fuel consumption. f Any suitable medium mayy be provided for lubricating the engine, but in i the form shown, I have found that the same may beeificiently lubricated by admitting the lubricant with the fuel charge.

1. 1n any internal combustion engine of rthe two 4cycle variety, a substantially horizontal workingcylinder, a compression cylinder located above and in angular relationship with said working cylinder, pistons mounted Vin said cylinders and articulately connectedto reciprocate in opposition to each other, Aa valve conduit leading from rthe lower end of saidcompres'sion cylinder to the head of said working cylinder, and an intake manifold opening into said compression cylinder at a position contiguous to the endof'the outward stroke of its piston, and:`

said manifold being situated upon the underneath vportion o f the compressionpcylinder. f v

L2. In: a two cycle internal combustion engine, a substantiallyhorizontal working cylinder having "an open end, a compression cylinder located above and in angular relationship with said working cylinder, said compression cylindery being also y provided with an open end, pistons mounted in said pistons and protruding through the open ends of said cylinders, means for pivotally mounting said linking means to cause said pistons to move in opposition to each other, avalve conduit connecting the closed ends of said cylinders, and an intake manifold opening into said compression cylinder, said intake manifold being positioned so as to extend between said cylinders.

3. In kan internal combustion engine, a

substantially horizontal working cylinder, ay

horizontal working cylinder, a compression` cylinder located above and in angular relamounted in said cylinders and articulately connected to reciprocate in opposition to each other.y an intake manifold entering said compression cylinder at a position contiguous to the end of the outward stroke of the piston in said latter cylinder, a conduit discylinders, linking means connected with said posed at the lower end of said compression cylinder and leading around the head of the working cylinder, a spring pressed valve disposed in the head of said working cylinder and normally serving to close a port establishing communication between said conduit and the interior of said working cylinder, and an exhaust structure coperative with said working cylinder, said eX- haust structure being disposed to permit of the opening of said valve upon substantially the completion of the outward stroke of the piston in said working cylinder.

5. In an internal combustion engine, a horizontal working cylinder, a compression cylinder located above and in angular relationship with said working cylinder, pistons mounted in said cylinders and connected to move in opposition to each other, an intake manifold connected with said compression cylinder, the lower end of said compression cylinder being provided with a conduit leading around the head of said working cylinder, whereby the contents of said conduit will be subjected to the heat at the head of said working cylinder or substantially the fnlllength of said conduit, and valve means between said conduit and working cylinder.

6. In an internal combustion engine, a horizontal working cylinder, a compression cylinder located above and in angular relationship with said working cylinder, pistons mounted in said cylinders and articulately connected to reciprocate in opposition to each other, an intake manifold entering said compression cylinder centrally of the length of the latter, a conduit extending from the lower end of said compression cylinder and leading around and in direct contact with the head of said working cylinder, an apertured valve cage passing transversely through said conduit and into said working cylinder, va spring pressed valve normally serving to close the open end of the valve cage which projects into said working cylin` der, whereby theJ flow of fuel from said conduit and into said Working cylinder will be controlled, and an exhaust structure situated at the end of the outward stroke ofthe piston within said working cylinder and serving to release compression upon said valve to permit of the opening of the latter underv the pressure generated by the advance of the piston in the compression cylinder.

In testimony whereof I aliX m slgnature.

BENJAMIN F. BAU HMAN. 

